OldRacingCars.com

British Sprint Championship Round

Carnaby, 20 May 1979

ResultsLapsTime/Speed
1 David Franklin (F2) 2-litre March 782 [9] - BMW M12/7 Euroracing
(see note 1)
65.19s
2 Terry Smith (libre) 5-litre Brabham BT35X [2] - Repco 740 V8
(see note 2)
67.99s
3 Alan Richards (F2) 2-litre March 772/782 [10] - BMW M12/7
(see note 3)
72.52s
4 Ray Rowan (F2) 2-litre March 742 [ex-Musetti] - Ford BDX
74.63s
5 Arthur Hinds (clubmans) 2-litre Mallock U2 Mk 8B
76.4s
6 John Chilton (libre) 1.6-litre Beagle - Ford
78.61s
7 Ken Ayers (libre) 1.6-litre March 75/76B [713M-8?] - Ford BDA
(see note 4)
84.27s
8 Paul Williams (1600cc class) 1.6-litre Chevron B17/B35 - Ford
(see note 5)
90.85s
9 Allan Humphries (libre) 2.1-litre March 762 [5?] - Hart 421R
94.24s
R Ian Curtis (clubmans) 1.6-litre Mallock U2 Mk 18C - Ford BDA
did not finish
Qualifying
Qualifying information not available

Notes on the cars:

  1. March 782 [9] (David Franklin): Manfred Winkelhock's works car at Thruxton 27 Mar 1978 and presumably all season. He had an all-new chassis at Donington 25 Jun after his Rouen write-off but it presumably retained the same number. To David Franklin for hillclimbs in 1979, 1980 and 1981. Then with Fred Davies in 1982. Later with Bill Morris 1987-1990.
  2. Brabham BT35X [2] (Terry Smith): New to Tony Griffiths (Sutton Coldfield, West Midlands) for 1971, and fitted with a 5-litre Repco 740 V8 engine for the British Hill Climb Championship and occasional rounds of the British Sprint Championship. Won one round of each series. Retained for 1972 when Griffiths again one one round in each series. To Malcolm Dungworth (Sheffield, South Yorkshire) for 1973 when he shared it with John Cussins (Leeds, West Yorkshire). They shared the car again in 1974 and in 1975, when Cussins won a championship round at Barbon Manor, then Dungworth ran it alone in 1976 and 1977. Sold to Terry Smith in October 1977, and he raced it in the Sprint series in 1978 and 1979. He then transferred the Repco engine into a March 75A/761 and the BT35X was sold to Mike Remnant in south-west England. Remnant sold it to Roger Jordan who fitted a Ford twin cam and ran it in SW events from about 1981, later replacing the engine with a Rover V8. In 1986, Jordan sold it to Ted Walker (Dursley, Gloucestershire) so sold it to Shaun Mooney. Mooney had it restored by Simon Hadfield, fitted a Cosworth BDA, and raced it in historic racing from 1991 to 1996. In 2002, the car was sold to Japan and ran in Japanese historic events where it was noted having the name "E. Sekiya" on the side. It changed hands in 2004 and rebuilt by the Mecca racing garage at Tsukuba circuit in 2008. Offered for sale by its Japanese owner in August 2015.
  3. March 772/782 [10] (Alan Richards): Built by March using "several second-hand components", fitted with a front radiator and March 771B nose, and sold to David Franklin in January 1978. Franklin used the car in the British Hillclimb Championship, winning the 1978 title, and in sprints. Sold to Alan Richards for 1979, and used in sprints and hillclimbs. Converted to Hart power for 1980, when it was entered by Richards as a 772P. Returned to BMW power for 1981, but Richards rarely qualified for Top 10 run-offs during that season. Sold to John Meredith for 1982, who used a 2.1-litre BMW engine. Sold to Rodney Eyles for 1983, now fitted a BDA engine for the 1600cc class. Not seen in 1984, but Eyles returned to the "772/782" for 1985, now using a 2.5-litre Hart engine. Wrecked in Eyles accident at Blackpool in 1985.
  4. March 75/76B [713M-8?] (Ken Ayers): New for James Hunt, replacing the 713S he had raced earlier in the season. The 713M was run as part of a newly constituted team run by Chris Marshall, based at his Sloan Marshall Garages in London and entered as Team Rose Bearings with Baty Group. Hunt won first time out, at Crystal Palace in June, and also at Brands Hatch in August, but the car was heavily damaged in a crash during practice at Snetterton in October. Repaired and used by Bob Evans in the Boxing Day meeting at Brands. Bought from the March factory by Anthony Binnington and raced in F3 through 1972. Then to Nick Crossley for one race early in 1973 before his new 733 was ready. To Peter Stahl (Ascot, Berkshire) and raced in the 1600cc class in hillclimbs in 1973. Stahl later went abroad on business and his wife sold the March to Geoff Deakin (Penrith, later Carlisle) who hillclimbed it between 1975 and 1977. It was in 742 bodywork by 1977, and Deakin called it a "742X". Deakin recalls selling the car to a fellow hillclimber who crashed it badly the following year, taking out one side of the monocoque. Photographs show that Deakin's car exactly matches the "742X" hillclimbed by Ken Ayers (Twyford, Berkshire) in 1978 and crashed by him at some point. After this accident, the car was rebuilt on another 1971 March tub, and run with 1975 bodywork until a second accident at Le Val des Terres in July 1979. The car was then rebuilt using a 1975 March monocoque and 76B bodywork, effectively ending its link to the original 713M.
  5. Chevron B17/B35 (Paul Williams): Paul Mawson (Newcastle, Staffordshire) had raced a Jomo hillclimb car until an accident in 1975. He reappeared in 1976 with a Chevron "B17/35", indicating a Chevron B17 that had been upgraded in some way to partly Chevron B35 specification. Mawson raced the car in the 1600cc hillclimb class until 1979 at least, reportedly changing his name to Paul Williams some time around 1977. After the 1979 season, Williams sold the car to Guido Van Acker in Belgium, who raced the car in the Belgian hill climb championship in 1980. Guido then sold the car to France and had no further contact with it.

Sources

The identification of individual cars in these results is based on the material presented elsewhere in this site and may in some cases contradict the organisers' original results.

The British Sprint Championship results were originally provided by Paul Parker and Steve Wilkinson and are based on material drawn from Motoring News, Autosport and Speedscene magazines plus results sheets and programmes provided by former competitors and by the organising clubs.

The identification of individual cars is based on the Formula 1, Formula 2, Formula 5000 and Formula Atlantic research work presented elsewhere on the site.

All comments, clarifications, corrections and additions are most welcome. Please email Allen (allen@oldracingcars.com) if you can help in any way with our research.